It is clear now that some of the top Bullet road racers and a few performance oriented street riders are seeing the potential in this new Ace system.

This advance represents a "sea change" in Bullet performance, and things really are never going to be the same again. We're very pleased to be bringing this important performance upgrade to the Bullet world.

For some of those reading who might not understand the impact of a system like this on a Bullet world in which it was not available, it cannot be overstated how important this is. It's all about increasing the flow in and out of the cylinder, you need more flow to make more power. This allows the Bullet to be on an equal(or perhaps better) playing field as the Norton Manx or Matchless G50, or any of the legendary racing 500 single cylinder motorcycles.

Our goal for this engine is to provide competitive/winning Bullet engines that can compete and win on the vintage road racing track against any other single out there, at a cost that is significantly less than the others. We feel that this will breathe new life into the vintage racing scene, because these other vintage bikes are rare and expensive collector items now which people are hesitant to race, due to the risk of wrecking. If we can make a bike which is just as fast(or even faster) at a much lower price, and is an affordable and available machine not a priceless collector item, it could become the mainstay of vintage single 500 racing.

Looks like they have started using Carrillo rods on those cranks.Same rod as we use.It's a nice crank set-up.Real strong.

That conrod will probably be made by Alpha bearings for Hitchcocks, as they have recently started making such things. They [first?] made a rod like that a couple of years back, that being a one - off for our 'short rod' 350 race engine, which retains the standard 70 X 90 dimensions. This machine was taken to 8000 rpm on the dyno on countless occasions and even saw 10,000 rpm once on the track! So, probably not Carillo, but vey strong nonetheless B.W.

That conrod will probably be made by Alpha bearings for Hitchcocks, as they have recently started making such things. They [first?] made a rod like that a couple of years back, that being a one - off for our 'short rod' 350 race engine, which retains the standard 70 X 90 dimensions. This machine was taken to 8000 rpm on the dyno on countless occasions and even saw 10,000 rpm once on the track! So, probably not Carrillo, but vey strong nonetheless B.W.

I have to give props to our porting expert. Again and again, he consistently gets more flow out of any given size port than the theoretical guidelines say he should be able to get.

The quality of this porting work also shows up when measuring the flow at the valve curtain at various valve lifts, and comparing against the theoretical maximum flow thru the valve curtain area at these lifts. This is the "discharge coefficient at the valve". Consistently in the top ranges for this discharge coefficient.

I know the techniques which are used in order to do this, but I don't think many other people do. It's not a "trick". It's just knowing how to reduce flow losses in a really expert way.You should see the amount of flow that is coming thru Bullet Whisperer's port now! It's really moving some BIG air. Most people would say it couldn't be done.

I might not show up much, especially in these "expensive work that I one day hope to be able to afford" threads, but, I just have to say how proud I am to "know" you guys, doing something so awesome for such a cool bike. Also the tech side of this stuff is very well written. I am a tech geek and am gifted with the ability to understand machines and the like without reading much about them, but you guys take it to a different level.

One question, regarding heads: Have any of you heard of "Coates" engines?

The rotary valve idea has been around since the 1930s, and maybe even earlier. It does have some strong points over the normal poppet valve system. However, the sealing issues have never really been solved, so the rotary valve engines have never been commercially viable.I have looked at the Coates rotary valve system before, and it looks good but I am not sure if they have really solved the sealing problem. We'll see.

Anyway, it could be implemented on any cylinder head that was designed, cast, and produced to use it it is not an add - on type of system. I don't think it would be allowed in vintage racing classes.

If we undertook something like this in the future, it would almost certainly be for the modern production engine like the UCE. But it's not likely.

OMC came out with those in the early 70s. They won every outboard race going at the time except they couldn't make them stay together. Went to school for them and they were the big thing then. Probably still have all the tech stuff I was given at the time. ERC

The concept is sound but the perfection of design and materials are yet lacking eh?

Like the Wankel Rotary Engine and its similar issues...

Not to hi-jack, but Wankel Rotories are in a class of their own. And if they were flawed they wouldn't still be making them today. Have seen a turbo 20B Cosmo Turbo in action?They eat V8's for breakfast. The twin turbos lay down over 700hp @ 9,000 RPMs. But they are lot like an Enfield. You have to tear them down a fairly regular basis for decarbonization and apex seals (the equivalent to piston rings).

Not to hi-jack, but Wankel Rotories are in a class of their own. And if they were flawed they wouldn't still be making them today. Have seen a turbo 20B Cosmo Turbo in action?They eat V8's for breakfast. The twin turbos lay down over 700hp @ 9,000 RPMs. But they are lot like an Enfield. You have to tear them down a fairly regular basis for decarbonization and apex seals (the equivalent to piston rings).

I'm here to tell you that a rotary valve isn't required to get a huge amount of flow like that one does, and Bullet Whisperer's head is living proof of it.

I can't publicly say how much flow we're getting out of this head, because it is private information for the racing team, but I guarantee that your jaws would drop to the floor if you knew what we are getting from this head!

I have always been quite conservative about doing head mods on street bikes to preserve their "street manners" and get high longevity and reliability over many thousands of miles.However, on this job, it's getting "all the marbles". It's a race bike, and the checkered flag and the podium are on the line, and we're giving it all we've got!

I would like to put this bike on the Isle of Man. I haven't mentioned this to BW yet, but my wish would be to get this package sorted and fine-tuned to a winning combination during this year's race schedule, and then aim right at being the first 500cc single across the finish line at the Isle of Man TT.I think that this bike will have a real shot at it.